JP2008215125A - Fuel supply system for internal combustion engine - Google Patents

Fuel supply system for internal combustion engine Download PDF

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JP2008215125A
JP2008215125A JP2007051464A JP2007051464A JP2008215125A JP 2008215125 A JP2008215125 A JP 2008215125A JP 2007051464 A JP2007051464 A JP 2007051464A JP 2007051464 A JP2007051464 A JP 2007051464A JP 2008215125 A JP2008215125 A JP 2008215125A
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fuel
injector
fuel passage
mixer
internal combustion
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Taketo Masui
健人 増井
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Toyota Industries Corp
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Toyota Industries Corp
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

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  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide a fuel supply system for an internal combustion engine, capable of improving controllability for the amount of fuel supplied over the whole area including a high rotation/high load area without unnecessarily enlarging the system. <P>SOLUTION: A throttle valve 2 regulating the intake volume of an air-fuel mixture is disposed in a mixer 1 for mixing compressed natural gas and air, and a venturi section 3 is provided upstream of the throttle valve 2. The venturi section 3 is provided with a stepper motor 4 and an injector 5. One end of a main fuel passage 6 is connected to the stepper motor 4, and one end of a corrected fuel passage 7 is connected to the injector 5. The other end of the main fuel passage 6 and the other end of the corrected fuel passage 7 are respectively connected to a low-pressure regulator 8. The low-pressure regulator 8 is communicated with a fuel tank 10 storing the liquefied compressed natural gas by being compressed, through a high-pressure regulator 9. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

この発明は、内燃機関の燃料供給装置に係り、特に、気体燃料を使用する内燃機関の燃料供給装置に関する。   The present invention relates to a fuel supply device for an internal combustion engine, and more particularly to a fuel supply device for an internal combustion engine that uses gaseous fuel.

従来の内燃機関の燃料供給装置が、例えば、特許文献１に記載されている。このような燃料供給装置を図３に示す。燃料容器５１から取り出された液化ガスは、ベーパライザ５２で大気圧程度に減圧気化され、燃料通路５３、または燃料通路５３及び補正燃料通路５６の両方を流通し、図示しないエンジンの吸気系に設置された混合器５７に送られる。燃料通路５３は、基本供給量を設定する主ノズル５４を有し、ベンチュリ部５８において混合器５７に連通している。補正燃料通路５６は、制御ユニット６３によって開閉駆動される制御弁５５を有し、ベンチュリ部５８において混合器５７に連通している。制御ユニット６３は、絞り弁６２の開度、図示しない吸気マニホルド内の圧力、エンジンの回転速度及び冷却水温度、排気ガス中の酸素濃度、その他のエンジンの運転状態等に基づいて制御弁５５を開閉駆動させることで、空燃比を調整する。   A conventional fuel supply device for an internal combustion engine is described in Patent Document 1, for example. Such a fuel supply apparatus is shown in FIG. The liquefied gas taken out from the fuel container 51 is vaporized to about atmospheric pressure by the vaporizer 52, flows through the fuel passage 53 or both the fuel passage 53 and the correction fuel passage 56, and is installed in an intake system of an engine (not shown). To the mixer 57. The fuel passage 53 has a main nozzle 54 that sets a basic supply amount, and communicates with a mixer 57 at a venturi 58. The correction fuel passage 56 has a control valve 55 that is opened and closed by the control unit 63, and communicates with the mixer 57 at the venturi 58. The control unit 63 controls the control valve 55 based on the opening degree of the throttle valve 62, the pressure in the intake manifold (not shown), the engine rotation speed and cooling water temperature, the oxygen concentration in the exhaust gas, and other engine operating conditions. The air-fuel ratio is adjusted by driving to open and close.

実開昭６２−１６０７６０号公報Japanese Utility Model Publication No. 62-160760

しかしながら、特許文献１に記載される燃料供給装置は、インジェクタを用いて燃料供給量を制御した場合に比べると、制御性がはるかに悪いといった問題点があった。そこで、インジェクタを用いて燃料供給量を制御しようとすると、高回転／高負荷域でインジェクタ流量が不足するので、流量の大きなインジェクタを用いる必要がある。しかし、この場合には、アイドル域での制御性が悪化してしまうといった問題点があった。その結果、全回転域で適切な燃料供給量の制御性を確保することが困難となっていた。   However, the fuel supply device described in Patent Document 1 has a problem that the controllability is much worse than when the fuel supply amount is controlled using an injector. Therefore, if the fuel supply amount is controlled using the injector, the flow rate of the injector is insufficient in the high rotation / high load range, and therefore it is necessary to use an injector having a large flow rate. However, in this case, there is a problem that the controllability in the idle region is deteriorated. As a result, it has been difficult to ensure controllability of an appropriate fuel supply amount in the entire rotation range.

この発明はこのような問題点を解決するためになされたもので、不必要に大型化させずに、高回転／高負荷域を含めた全回転域で燃料供給量の制御性を向上することのできる、内燃機関の燃料供給装置を提供することを目的とする。   The present invention has been made to solve such problems, and can improve the controllability of the fuel supply amount in the entire rotation range including the high rotation / high load range without unnecessarily increasing the size. An object of the present invention is to provide a fuel supply device for an internal combustion engine.

この発明に係る内燃機関の燃料供給装置は、気体燃料及び空気を混合する混合器と、前記混合器に連通し、前記気体燃料の少なくとも一部が流通する主要燃料通路と、前記気体燃料の一部を、前記主要燃料通路の気圧よりも高圧で前記混合器内に噴射するインジェクタとを備え、前記混合器はベンチュリ部を有し、前記インジェクタは前記ベンチュリ部に設けられている。インジェクタをベンチュリ部に設けることにより、エンジン負荷に応じてインジェクタの燃料噴射圧力が変化するようになる。
前記主要燃料通路は、前記ベンチュリ部において前記混合器に連通してもよい。
前記主要燃料通路には、流量調整手段が設けられていてもよい。 A fuel supply device for an internal combustion engine according to the present invention includes a mixer that mixes gaseous fuel and air, a main fuel passage that communicates with the mixer and through which at least a part of the gaseous fuel flows, and one of the gaseous fuels. And an injector for injecting the portion into the mixer at a pressure higher than the pressure of the main fuel passage. The mixer has a venturi portion, and the injector is provided in the venturi portion. By providing the injector at the venturi, the fuel injection pressure of the injector changes according to the engine load.
The main fuel passage may communicate with the mixer at the venturi.
A flow rate adjusting means may be provided in the main fuel passage.

この発明によれば、インジェクタをベンチュリ部に設けることにより、エンジン負荷の変化に伴って変化するベンチュリ部付近の負圧に連動してインジェクタの燃料噴射圧力が変化するようになるので、エンジン負荷に応じた適切な供給量でインジェクタから気体燃料を噴射することができ、従って、全回転域で燃料供給量の制御性を向上することができる。   According to the present invention, by providing the injector in the venturi section, the fuel injection pressure of the injector changes in conjunction with the negative pressure in the vicinity of the venturi section that changes as the engine load changes. It is possible to inject gaseous fuel from the injector with an appropriate supply amount according to this, and therefore it is possible to improve the controllability of the fuel supply amount in the entire rotation range.

以下、この発明の実施の形態を添付図面に基づいて説明する。
図１に、この発明の実施の形態に係る内燃機関の燃料供給装置の模式図を示す。内燃機関であるエンジンには、気体燃料である圧縮天然ガス（ＣＮＧ）及び空気を混合する混合器１が設けられている。混合器１には、エンジンに吸入される混合気の吸気量を調整するための絞り弁２が設けられ、絞り弁２よりも上流側にベンチュリ部３が設けられている。ベンチュリ部３には、混合器１内に供給されるＣＮＧの流量調整手段であるステッパモータ４と、ＣＮＧを混合器１内に噴射するインジェクタ５とが設けられている。ステッパモータ４には主要燃料通路６の一端が接続され、インジェクタ５には補正燃料通路７の一端が接続されている。すなわち、ステッパモータ４は主要燃料通路６の一端に設けられ、インジェクタ５は補正燃料通路７の一端に設けられている。主要燃料通路６及び補正燃料通路７の他端はそれぞれ、低圧レギュレータ８に接続されている。低圧レギュレータ８は、高圧レギュレータ９を介して、ＣＮＧを収容する燃料タンク１０に連通している。 Embodiments of the present invention will be described below with reference to the accompanying drawings.
FIG. 1 shows a schematic diagram of a fuel supply device for an internal combustion engine according to an embodiment of the present invention. An engine that is an internal combustion engine is provided with a mixer 1 that mixes compressed natural gas (CNG), which is a gaseous fuel, and air. The mixer 1 is provided with a throttle valve 2 for adjusting the intake amount of the air-fuel mixture sucked into the engine, and a venturi portion 3 is provided upstream of the throttle valve 2. The venturi unit 3 is provided with a stepper motor 4 that is a flow rate adjusting unit for CNG supplied into the mixer 1 and an injector 5 that injects CNG into the mixer 1. One end of a main fuel passage 6 is connected to the stepper motor 4, and one end of a correction fuel passage 7 is connected to the injector 5. That is, the stepper motor 4 is provided at one end of the main fuel passage 6, and the injector 5 is provided at one end of the correction fuel passage 7. The other ends of the main fuel passage 6 and the correction fuel passage 7 are each connected to a low pressure regulator 8. The low-pressure regulator 8 communicates with a fuel tank 10 containing CNG via a high-pressure regulator 9.

次に、この実施の形態に係る内燃機関の燃料供給装置の動作について説明する。
燃料タンク１０内のＣＮＧは、高圧レギュレータ９で予備的に減圧された後、低圧レギュレータ８において、大部分のＣＮＧが大気圧に調圧されると共に一部のＣＮＧが大気圧よりも高い圧力（例えば、大気圧を０ｋＰａとした場合３２ｋＰａ）で減圧される。大気圧に調圧されたＣＮＧは、ベンチュリ部３付近に生じる負圧によって主要燃料通路６を流通し、大気圧よりも高い圧力で減圧されたＣＮＧは、補正燃料通路７を流通する。なお、主要燃料通路６を流通するＣＮＧと、補正燃料通路を流通する高圧ＣＮＧとの流量比は、エンジンに指令したい運転状態にも依存するが、例えば１５：１に設定される。主要燃料通路６を流通するＣＮＧは、エンジンの運転状態に応じて、ステッパモータ４によって流量を調整されて、混合器１内に供給される。混合器１内に供給されたＣＮＧは、混合器１内に吸入された空気と混合して混合気となり、絞り弁２によって流量を調整された後、エンジンの図示しない燃焼室内に吸入される。 Next, the operation of the fuel supply device for an internal combustion engine according to this embodiment will be described.
After the CNG in the fuel tank 10 is preliminarily depressurized by the high pressure regulator 9, most of the CNG is adjusted to atmospheric pressure and a part of the CNG is higher than the atmospheric pressure ( For example, when the atmospheric pressure is 0 kPa, the pressure is reduced at 32 kPa). The CNG adjusted to the atmospheric pressure flows through the main fuel passage 6 due to the negative pressure generated in the vicinity of the venturi portion 3, and the CNG reduced in pressure higher than the atmospheric pressure flows through the correction fuel passage 7. Note that the flow rate ratio between the CNG flowing through the main fuel passage 6 and the high-pressure CNG flowing through the correction fuel passage is set to, for example, 15: 1, depending on the operating state desired to be commanded to the engine. The flow rate of the CNG flowing through the main fuel passage 6 is adjusted by the stepper motor 4 according to the operating state of the engine, and is supplied into the mixer 1. The CNG supplied into the mixer 1 is mixed with the air sucked into the mixer 1 to become an air-fuel mixture, the flow rate of which is adjusted by the throttle valve 2, and then sucked into a combustion chamber (not shown) of the engine.

ここで、エンジンの運転状態に応じて、混合器１内に供給されるＣＮＧの供給量を調整する必要があるが、ステッパモータ４による調整のみでは微妙な調整が困難である。これを模式的に説明すると、ステッパモータ４のみによりＣＮＧの供給量を調整する場合、供給量の経時変化は、図２に示されるように、大きな波形の曲線を描くようになる。すなわち、供給量の調整幅が大きくなる。エンジンの運転状態をできるだけ運転者の意思に合わせたい場合は、この調整幅はできるだけ小さいほうが好ましく、図２に、好ましい調整幅を模式的に示している。これに対し、ステッパモータ４によってＣＮＧ供給量を大まかに調整すると共に、インジェクタ５として噴射量の小さいものを選択して、インジェクタ５によってＣＮＧ供給量の微妙な調整を行うことにより、好ましい調整幅でＣＮＧ供給量の制御が可能となる。   Here, it is necessary to adjust the supply amount of CNG supplied into the mixer 1 in accordance with the operating state of the engine. However, it is difficult to make fine adjustments only by adjustment by the stepper motor 4. To explain this schematically, when the supply amount of CNG is adjusted only by the stepper motor 4, the change in the supply amount over time draws a large waveform curve as shown in FIG. That is, the adjustment range of the supply amount is increased. When it is desired to match the operating state of the engine with the driver's intention as much as possible, this adjustment range is preferably as small as possible. FIG. 2 schematically shows a preferable adjustment range. On the other hand, the CNG supply amount is roughly adjusted by the stepper motor 4, and a small injection amount is selected as the injector 5, and the CNG supply amount is finely adjusted by the injector 5 with a preferable adjustment range. CNG supply amount can be controlled.

ただし、インジェクタ５によってＣＮＧ供給量の微妙な調整を行おうとしても、エンジンの運転状態に応じてインジェクタ５の噴射量を調整できなければ、図２で模式的に示された微妙な供給量の調整を行うことはできない。しかし、この実施の形態では、インジェクタ５をベンチュリ部３に設けることにより、このような調整が可能となる。これは、空気が混合器１内に吸入される際、ベンチュリ部３付近には負圧が生じることによるものである。すなわち、インジェクタ５の噴射量は、インジェクタ５の上流圧力とインジェクタ５の出口の圧力との間の差圧（以下、燃料噴射圧力と称する）によって決まるところ、エンジンの負荷が高くなると、すなわち、ＣＮＧ供給量を増加すべき状態になると、ベンチュリ部３付近に生じる負圧は大きくなり、その結果、燃料噴射圧力が大きくなって、ＣＮＧ供給量が増加する。従って、適切な噴射量のインジェクタ５をベンチュリ部３に設けることによって、エンジンの全回転域でエンジン負荷に応じたＣＮＧ供給量の制御が可能となる。   However, even if the CNG supply amount is finely adjusted by the injector 5, if the injection amount of the injector 5 cannot be adjusted in accordance with the operating state of the engine, the delicate supply amount schematically shown in FIG. No adjustments can be made. However, in this embodiment, such an adjustment is possible by providing the injector 5 in the venturi section 3. This is because a negative pressure is generated in the vicinity of the venturi portion 3 when air is sucked into the mixer 1. That is, the injection amount of the injector 5 is determined by the differential pressure between the upstream pressure of the injector 5 and the pressure at the outlet of the injector 5 (hereinafter referred to as fuel injection pressure). When the engine load increases, that is, CNG When the supply amount is to be increased, the negative pressure generated in the vicinity of the venturi section 3 increases, and as a result, the fuel injection pressure increases and the CNG supply amount increases. Therefore, by providing the injector 5 with an appropriate injection amount in the venturi unit 3, it is possible to control the CNG supply amount according to the engine load in the entire engine rotation range.

また、主要燃料通路６がベンチュリ部３において混合器１と連通することにより、調整幅は大きいものの、主要燃料通路６を流通して混合器１に供給されるＣＮＧの量が、エンジンの運転状態に応じたものになる。また、主要燃料通路６にステッパモータ４が設けられていることによっても、エンジンの運転状態に応じてステッパモータ４を作動させることにより、ＣＮＧ供給量が、エンジンの運転状態に応じたものになる。   Further, since the main fuel passage 6 communicates with the mixer 1 in the venturi section 3, although the adjustment range is large, the amount of CNG that flows through the main fuel passage 6 and is supplied to the mixer 1 is the engine operating state. Depending on. In addition, even when the stepper motor 4 is provided in the main fuel passage 6, the CNG supply amount corresponds to the operating state of the engine by operating the stepper motor 4 according to the operating state of the engine. .

このように、ベンチュリ部３にインジェクタ５を設けることにより、エンジン負荷の変化に伴って変化するベンチュリ部３付近の負圧に連動してインジェクタ５の燃料噴射圧力が変化するようになるので、エンジン負荷に応じた適切な供給量でインジェクタ５からＣＮＧを噴射することができる。すなわち、エンジンの全回転域でＣＮＧ供給量の制御性を向上することができる。また、主要燃料通路６をベンチュリ部３において混合器１と連通させること、及び、主要燃料通路６にステッパモータ４を設けることにより、主要燃料通路６を流通して混合器１に供給されるＣＮＧの供給量の制御性についても、エンジンの運転状態に応じたものにすることができる。   Thus, by providing the injector 5 in the venturi section 3, the fuel injection pressure of the injector 5 changes in conjunction with the negative pressure in the vicinity of the venturi section 3 that changes as the engine load changes. CNG can be injected from the injector 5 with an appropriate supply amount according to the load. That is, the controllability of the CNG supply amount can be improved over the entire engine speed range. In addition, the main fuel passage 6 communicates with the mixer 1 in the venturi section 3, and the stepper motor 4 is provided in the main fuel passage 6, whereby the CNG supplied to the mixer 1 through the main fuel passage 6 is supplied. The controllability of the supply amount can also be made in accordance with the operating state of the engine.

この実施の形態ではＣＮＧを用いたが、これに限定するものではない。エンジン等の内燃機関の燃料として使用されるものであれば何でもよく、その他に、液化石油ガス（ＬＰＧ）が挙げられる。
また、この実施の形態に係る内燃機関は、フォークリフト等の車両用のエンジンや、ガスヒートポンプ（ＧＨＰ）等に適用可能である。 In this embodiment, CNG is used, but the present invention is not limited to this. Any material can be used as long as it is used as a fuel for an internal combustion engine such as an engine. In addition, liquefied petroleum gas (LPG) can be used.
The internal combustion engine according to this embodiment can be applied to a vehicle engine such as a forklift, a gas heat pump (GHP), or the like.

この発明の実施の形態に係る内燃機関の燃料供給装置の模式図である。1 is a schematic diagram of a fuel supply device for an internal combustion engine according to an embodiment of the present invention. 燃料供給量の経時変化を表す模式的なグラフである。It is a typical graph showing a time-dependent change of fuel supply amount. 従来の内燃機関の燃料供給装置の模式図である。It is a schematic diagram of the fuel supply apparatus of the conventional internal combustion engine.

符号の説明Explanation of symbols

１ 混合器、３ ベンチュリ部、４ ステッパモータ（流量調整手段）、５ インジェクタ、６ 主要燃料通路。   1 Mixer, 3 Venturi section, 4 Stepper motor (flow rate adjusting means), 5 Injector, 6 Main fuel passage.

Claims (3)

気体燃料及び空気を混合する混合器と、
前記混合器に連通し、前記気体燃料の少なくとも一部が流通する主要燃料通路と、
前記気体燃料の一部を、前記主要燃料通路の気圧よりも高圧で前記混合器内に噴射するインジェクタと
を備え、
前記混合器はベンチュリ部を有し、前記インジェクタは前記ベンチュリ部に設けられている、内燃機関の燃料供給装置。 A mixer for mixing gaseous fuel and air;
A main fuel passage that communicates with the mixer and through which at least a portion of the gaseous fuel flows;
An injector for injecting a portion of the gaseous fuel into the mixer at a pressure higher than the pressure in the main fuel passage;
The fuel supply device for an internal combustion engine, wherein the mixer has a venturi section, and the injector is provided in the venturi section. 前記主要燃料通路は、前記ベンチュリ部において前記混合器に連通する、請求項１に記載の内燃機関の燃料供給装置。   The fuel supply apparatus for an internal combustion engine according to claim 1, wherein the main fuel passage communicates with the mixer in the venturi section. 前記主要燃料通路には、流量調整手段が設けられている、請求項１または２に記載の内燃機関の燃料供給装置。   The fuel supply apparatus for an internal combustion engine according to claim 1 or 2, wherein a flow rate adjusting means is provided in the main fuel passage.
JP2007051464A 2007-03-01 2007-03-01 Fuel supply system for internal combustion engine Pending JP2008215125A (en)

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20150101392A (en) * 2014-02-26 2015-09-03 가부시키가이샤 도요다 지도숏키 Exhaust purification system of gas heat pump engine
CN112855358A (en) * 2021-01-15 2021-05-28 中科广能能源研究院(重庆)有限公司 Special gas engine control system for gas heat pump
DE112021008153T5 (en) 2021-11-04 2024-06-13 Fanuc Corporation Device and program for history management

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20150101392A (en) * 2014-02-26 2015-09-03 가부시키가이샤 도요다 지도숏키 Exhaust purification system of gas heat pump engine
KR101697852B1 (en) * 2014-02-26 2017-01-18 가부시키가이샤 도요다 지도숏키 Exhaust purification system of gas heat pump engine
CN112855358A (en) * 2021-01-15 2021-05-28 中科广能能源研究院(重庆)有限公司 Special gas engine control system for gas heat pump
DE112021008153T5 (en) 2021-11-04 2024-06-13 Fanuc Corporation Device and program for history management

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